Geep 38s were 2000 ponies, including the -2 series. Same engine, same generator, same motors ta spin the wheels. New(er) GEs are usually rated at 42-4300 horses for traction (usually). But some of the newest locos (Both EMD and GE) are closer to 4500 HP.

Remember...Geeps are FOUR axle units, hence low horses (1800-3000), and most of them are relegated to short range running/swithcing/locals.

The BIG six axle power is meant for main line, long haul, heavy trains, and unit trains like solid coal, or oil. Really heavy shit in bulk!

Hope that clears up a few questions Iron

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BNSF pretty much a 4400hp locomotive fleet serving the mainline traffic. The less
than 4400hp locomotives like the 4000hp locomotives and 3000hp locomotives see
traffic on lesser important trains because they might fail however remote it might be.
The locomotive rebuild industry seems to want rebuild all the GP series to 2000-2300hp.
Seems every rebuilt GP could have a different HP than its model was known for. Think the
GP39-3 might be the most popular today at 2300hp. BNSF still got quite a few GP40's and GP50's
and GP60's/B's running still in Western WA. and think every one has had the HP de-rated...
to what I don't know. So do you have any other locomotive/railroad questions I can help Uke
out with Mr Iron-Chink?

Yep. Not unusual at all on later Budd, self-propelled cars. BC Rail ran a fleet off Budds outa Vancouver (Canada) all the way to the end of the line. They'd stop all along the line, pick up/drop off people and packages at 'whistle-stops'. Now CN has eliminated the service completely!

Also got pics of some PGE RDC Budd Coaches. B&W at North Vancouver BC 1971.The color pics from a siding 150 miles south of Prince George. Always wanted to ridethese things from North Vancouver to Prince George but never got around to it.

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On the other side of the question there's EMD. The other big builder in North American (mostly) power. Today they're building mainly heavy long-haul locos. They DO build export units though, both four and six axle models.

https://en.wikipedia.org/wiki/List_of_GM-EMD_locomotives

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Informative links; thanks UKE
But yet another question of ancient B.N. Interbay historical significance.
Does the " Big Hook " still exist at Interbay, or scrapped as so many other derricks have been on most Class ones?
Several years ago, the Tool Car for Interbay Hook was purchased by Bellingham,Wa's Parberry Steel in it's entirety
including all the slings, chokers,cables and even brand new picks & shovels.
All where sold for scrap prices, including the G.N. baggage car that held all the above.
Krink will be familiar with the Parberry's, when he was at the foot of "D" st. Bellingham,WA

Last visit to Interbay RoHo, across the mains, and north end of Balmer Yard is the car shop. There were three cabooses awaiting paint, and on an adjacent track, the BIG hook. That was early 2015, like Feb., or March, before the move to Oregon. The crane sat alone, no equipment gon, which was semi-permanently part of the hook, with the boom extended and lowered over it. That wasn't there. All the big slings, cabled, hooks, dunnage, tools... Not there.

Draw your own conclusion. Krink may have an update as to the latest disposition. They (Wreck crews) now utilize a 'mobile' unit, on rubber tires. Much of the work previously handled by the big hook (derailments, wrecks, etc.) can be handled without calling a train crew in to move the big hook out, which is only moved as needed. (Again draw your own...).

Had a few pics of the "Big Bird" yellow mobile crane somewhere, at Interbay where a GE went aground south of the house.

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Not current if BNSF still has a "big hook train" ready to be dispatched at any time in the GPNW. Seems more modern equipment "not on rails" get the call to cleanup the big messes today. How could I ever forget Parberry Steel. Glad they accept railroad scrap. Never considered that Parberry Steel one day would be cutting up railroad cars. Let me know Iron Chink if you see any locomotives "in" Parberry's.